vehicle

Abstract

This application relates to a vehicle comprising a first seat assembly and a second seat assembly arranged sequentially along the front-rear direction of the vehicle. The first seat assembly has a first air vent on the side facing the second seat assembly. The second seat assembly includes a seat body, an armrest located on the seat body, and a first air duct. The armrest has an air outlet channel, which has an air inlet and a second air outlet. The first air duct guides airflow from the first air outlet to the air inlet, allowing the airflow to pass through the air outlet channel and exit from the second air outlet. This application aims to ensure that the airflow has a greater volume when it reaches the passenger, thereby improving the passenger's perceived airflow.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle. Background Technology

[0002] In related technologies, a vehicle includes a first seat assembly and a second seat assembly. The first seat assembly and the second seat assembly are arranged sequentially in a rearward direction. The first seat assembly is provided with an air outlet, which is used to blow airflow toward the passenger sitting in the second seat assembly. However, the first seat assembly and the second seat assembly are far apart, which causes a large loss of airflow when it reaches the passenger, resulting in a weaker sense of wind for the passenger. Summary of the Invention

[0003] This application provides a vehicle designed to increase the airflow volume when it reaches passengers, thereby enhancing the passengers' perceived airflow.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle is provided, comprising:

[0005] A first seat assembly and a second seat assembly are arranged sequentially along the front-rear direction of the vehicle, and the first seat assembly has a first air outlet on the side facing the second seat assembly;

[0006] The second seat assembly includes a seat body, an armrest disposed on the seat body, and a first air duct. The armrest is provided with an air outlet channel, which has an air inlet and a second air outlet. The first air duct can guide the airflow from the first air outlet into the air inlet, so that the airflow flows through the air outlet channel and flows out from the second air outlet.

[0007] Optionally, the first air duct is movably connected to the handrail;

[0008] When the first air duct is in the air guiding state, the first air duct is connected between the first seat assembly and the armrest;

[0009] When the first air duct is in the retracted state, the first air duct is installed on the armrest and spaced apart from the first seat assembly.

[0010] Optionally, the first air duct is rotatably connected to the handrail, and the first air duct can rotate relative to the handrail to switch between the retraction state and the air ducting state.

[0011] Optionally, the handrail is provided with a first receiving cavity, and when the first air duct is in the retracted state, the first air duct is at least partially disposed in the first receiving cavity.

[0012] Optionally, the second seat assembly further includes a locking member having a locked state and an unlocked state;

[0013] When the locking member is in the locking state and the first air duct is in the retracted state, the locking member restricts the first air duct from leaving the retracted state;

[0014] When the locking member is in the unlocked state, the locking member releases the restriction on the first air duct from leaving the recycling state.

[0015] Optionally, the locking element is slidably connected to the handrail;

[0016] When the locking member slides into the first air duct, the locking member is in the locked state;

[0017] When the locking member slides out of the first air duct, the locking member is in the unlocked state.

[0018] Optionally, the locking member is rotatably connected to the handrail, and when the first air duct switches from the retraction state to the air duct state, the movement path of the first air duct is the first path;

[0019] When the locking member is in the locked state, the locking member is located in the first path;

[0020] When the locking element is in the unlocked state, the locking element is located outside the first path.

[0021] Optionally, the second seat assembly further includes a trigger, the locking member and the trigger being movably disposed on the armrest, the trigger being capable of driving the locking member to switch the locking member between the locked state and the unlocked state.

[0022] Optionally, the trigger has a triggered state and a pending trigger state;

[0023] When the trigger is in the triggered state, the locking element is in the unlocked state;

[0024] When the trigger is in the pending trigger state, the locking element is in the locked state.

[0025] Optionally, the second seat assembly further includes an elastic element connecting the locking element and the armrest to give the trigger element a tendency to remain in the triggered state.

[0026] Optionally, the second seat assembly further includes a first filter element disposed on the first air duct, the first filter element being used to filter the airflow flowing through the first air duct;

[0027] And / or, the second seat assembly further includes a second filter element disposed on the armrest, the second filter element being used to filter airflow flowing through the air outlet duct;

[0028] And / or, the second seat assembly further includes a second air duct disposed within the armrest, the second air duct having the air outlet channel.

[0029] Optionally, the seat body has a seating position. When the first air duct is in the air guiding state, the armrest and the seating position are arranged in the left and right directions of the vehicle, and the second air outlet is located on the side of the armrest closer to the seating position.

[0030] Optionally, there are two second air outlets and two seating positions. When the first air duct is in the air guiding state, the armrest is located between the two seating positions in the left-right direction of the vehicle, and the two second air outlets are located on the left and right sides of the armrest, respectively.

[0031] Optionally, when the first air duct is in the air guiding state, the second air outlet is axially tilted upwards.

[0032] Optionally, the seat body is provided with a second receiving cavity, and the armrest is movably provided on the seat body so that the armrest and the first air duct can enter and exit the second receiving cavity.

[0033] Optionally, the armrest is rotatably disposed on the seat body.

[0034] Optionally, the seat body includes a seat body and a backrest connected to the seat body, the backrest being provided with the second receiving cavity.

[0035] Optionally, the first air duct can be plugged into the first seat assembly to guide the airflow from the first air outlet into the air outlet channel.

[0036] Optionally, the first seat assembly has a secondary dashboard, and the first air vent is located on the secondary dashboard.

[0037] In the vehicle of this embodiment, an at least partially closed airflow path is formed through the first air duct and the air outlet channel of the armrest, delivering airflow from the first air outlet to the armrest of the second seat assembly, reducing airflow and air pressure loss along the way. The airflow ultimately exits from the armrest of the second seat assembly. Since the armrest is close to the passenger sitting in the second seat assembly, the airflow does not need to diffuse over a long distance to directly reach the passenger, allowing the passenger to clearly feel a stable and strong breeze.

[0038] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0041] Figure 1 This is a partial structural diagram of a vehicle provided in an exemplary embodiment of the present disclosure, wherein from left to right are the containment state, the recovery state, and the air guiding state;

[0042] Figure 2 This is a structural schematic diagram of the deployment process of the second seat assembly provided in an exemplary embodiment of this disclosure;

[0043] Figure 3 This is a cross-sectional view of a vehicle provided in an exemplary embodiment of this disclosure, wherein the first air duct is in an air guiding state;

[0044] Figure 4 yes Figure 3 Enlarged view of point A in the middle;

[0045] Figure 5 yes Figure 3 Enlarged view of point B in the middle;

[0046] Figure 6 This is a partial cross-sectional view of a second seat assembly provided in an exemplary embodiment of the present disclosure, wherein the first air duct is in a retracted state;

[0047] Figure 7 yes Figure 1 Exploded view of part of the structure of the second seat assembly;

[0048] Figure 8 yes Figure 7 The air outlet mechanism in the middle;

[0049] Figure 9 This is a schematic diagram of the structure of a second seat assembly provided in another exemplary embodiment of the present disclosure, wherein the locking member is in a locked state;

[0050] Figure 10 yes Figure 9 The second seat assembly, in which the locking element is in the unlocked state.

[0051] Explanation of reference numerals in the attached figures:

[0052] 200, First seat assembly; 210, First air outlet; 300, Second seat assembly; 400, Seat body; 410, Seat body; 420, Backrest; 421, Second receiving cavity; 510, Armrest; 520, First armrest section; 521, Second air outlet; 530, Second armrest section; 531, First receiving cavity; 540, First air duct; 550, First air duct section; 560, Second air duct section; 710, Mounting bracket; 720, Trigger; 730, Locking element; 740, Elastic element; 810, Hinge mechanism; 820, Second air duct; 900, Air outlet structure; 910, Mounting frame; 920, Blade; 930, Connecting rod; 940, Toggle switch; 950, First filter element; 960, Second filter element. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0054] According to the first aspect of this application, referring to Figures 1 to 7 This disclosure provides a vehicle. The vehicle includes a first seat assembly 200 and a second seat assembly 300 arranged sequentially along the front-rear direction of the vehicle. The first seat assembly 200 has a first air outlet 210 on the side facing the second seat assembly 300. The second seat assembly 300 includes a seat body 400, an armrest 510 disposed on the seat body 400, and a first air duct 540. The armrest 510 has an air outlet channel with an air inlet and a second air outlet 521. The first air duct 540 can guide the airflow from the first air outlet 210 into the air inlet, so that the airflow flows through the air outlet channel and flows out from the second air outlet 521.

[0055] This reduces airflow loss along the way. In related technologies, airflow is blown directly from the air outlet of the first seat assembly 200 to the distant second seat assembly 300. During this process, the airflow will rapidly decrease due to air resistance and diffusion. However, this solution forms at least a partially closed airflow path through the air outlet channels of the first air duct 540 and the armrest 510, delivering the airflow from the first air outlet 210 to the armrest 510 of the second seat assembly 300, thus reducing the loss of airflow and air pressure along the way.

[0056] The airflow ultimately exits from the armrest 510 of the second seat assembly 300. The armrest 510 is close to the passenger sitting in the second seat assembly 300, so the airflow does not need to spread a long distance to reach the passenger directly, and the passenger can clearly feel a stable and strong wind.

[0057] In some embodiments, the first air duct 540 is movably connected to the armrest 510. When the first air duct 540 is in the air ducting state, the first air duct 540 is connected between the first seat assembly 200 and the armrest 510. When the first air duct 540 is in the retracted state, the first air duct 540 is installed on the armrest 510 and spaced apart from the first seat assembly 200.

[0058] This design can meet the needs of different riding scenarios by switching between air guiding and regeneration modes.

[0059] In the air-guiding state, the first air duct 540 is connected between the first seat assembly 200 and the armrest 510, which can stably realize the airflow transmission from the first air outlet 210, the first air duct 540 and the air outlet channel of the armrest 510 in sequence, ensuring that the passengers of the second seat assembly 300 get sufficient airflow and adapt to the scenarios that require air supply (such as summer cooling and winter heating).

[0060] In the retracted state, the first air duct 540 is installed on the armrest 510 and spaced apart from the first seat assembly 200. At this time, it does not need to occupy the space between the first seat assembly 200 and the armrest 510, which can be adapted to scenarios where air supply is not required (such as natural ventilation in spring and autumn, when passengers get on and off the second seat assembly 300, or when passengers in the second seat assembly 300 need more space to move around). This avoids the fixedly connected first air duct 540 becoming a spatial obstacle and improves scenario adaptability.

[0061] When the first air duct 540 is in the retracted state, it is directly installed on the armrest 510, which can effectively reduce the occupation of the longitudinal space inside the vehicle (between the first seat assembly 200 and the second seat assembly 300):

[0062] On the one hand, it can avoid the first air duct 540 being suspended or fixed between the first seat assembly 200 and the second seat assembly 300 when not supplying air, thus avoiding affecting the leg movement space and the convenience of getting up / sitting down of passengers (especially passengers in the second seat assembly 300).

[0063] On the other hand, it can also make the interior layout simpler and improve the regularity of the interior space.

[0064] In some embodiments, the first air duct 540 is rotatably connected to the handrail 510, and the first air duct 540 is rotatable relative to the handrail 510 so that the first air duct 540 switches between a recirculation state and an air ducting state.

[0065] The rotating connection provides an intuitive and low-cost way to switch the state of the first air duct 540:

[0066] When it is necessary to switch from the recycling state to the air guiding state, there is no need to disassemble, assemble or move the first air guide 540. Simply push the first air guide 540 around the pivot of the armrest 510 to rotate it to the position where it docks with the first seat assembly 200, and quickly establish an airflow path.

[0067] When it is necessary to switch from the air guiding state to the recycling state, the first air guiding pipe 540 can be rotated in the opposite direction to make it rotate back around the handrail 510 and installed on the handrail 510, without the need to find an additional storage location or perform complicated fixing.

[0068] The rotating connection ensures that the first air duct 540 remains connected to the handrail 510, avoiding the risk of component loss.

[0069] However, this design is not limited to this. In some other embodiments, the first air duct 540 extends and retracts from the handrail 510, and the first air duct 540 can extend and retract from the handrail 510 so that the handrail 510 extends from the retracted state to the air ducting state.

[0070] In some embodiments, the handrail 510 is provided with a first receiving cavity 531, and when the first air duct 540 is in the retracted state, the first air duct 540 is at least partially disposed in the first receiving cavity 531.

[0071] The first receiving cavity 531 provides storage space for the first air duct 540. When the first air duct 540 is in the retracted state, the overall volume of the first air duct 540 and the handrail 510 is small, which helps to reduce the space occupied by the first air duct 540 and the handrail 510 in the vehicle.

[0072] In some embodiments, the second seat assembly 300 further includes a locking member 730, which has a locked state and an unlocked state. When the locking member 730 is in the locked state and the first air duct 540 is in the retracted state, the locking member 730 restricts the first air duct 540 from leaving the retracted state. When the locking member 730 is in the unlocked state, the locking member 730 releases the restriction on the first air duct 540 from leaving the retracted state.

[0073] Ensure the secure fixation of the first air duct 540 during recovery to prevent unexpected detachment.

[0074] During vehicle operation, bumps and vibrations will occur. The first air duct 540 may be dislodged from its retracted state due to vibration, which may affect the use of interior space or cause structural damage.

[0075] When the locking component 730 is in the locked state, it can actively prevent the first air duct 540 from leaving the retracted state (e.g., by means of buckle clamping, pin limit, etc., to keep the first air duct 540 in the retracted state). Even in the face of rapid acceleration, sudden braking or bumpy road conditions, it can ensure that the first air duct 540 is kept in the retracted state, avoid spatial interference or component damage caused by unexpected displacement, and improve the safety and reliability of the structure.

[0076] The locking element 730 is not permanently locked, but can switch between locked and unlocked states, ensuring a secure hold without hindering normal use.

[0077] When it is necessary to switch the first air duct 540 from the recycling state to the air ducting state, simply operate the locking element 730 to unlock it, and the restriction on the first air duct 540 will be released.

[0078] In some embodiments, the locking member 730 is slidably connected to the handrail 510. When the locking member 730 slides into the first air duct 540, the locking member 730 is in a locked state. When the locking member 730 slides out of the first air duct 540, the locking member 730 is in an unlocked state.

[0079] The sliding connection provides an intuitive and easy-to-use operating logic for the state switching of the locking element 730, allowing passengers or drivers to control it without complicated operations:

[0080] Switching to the locked state: Simply push the locking member 730 towards the first air duct 540 so that it slides along the handrail 510 and into the first air duct 540 (such as into the preset slot or hole of the first air duct 540) to quickly limit the first air duct 540 and prevent it from falling out of the retraction state.

[0081] Switch to unlocked state: Pull the locking part 730 in the opposite direction so that it slides along the handrail 510 and out of the first air duct 540 to release the limit. The operation path is simple and direct, without the need for tools or memorizing complicated operation steps (such as rotation, pressing to unlock, etc.), which is especially suitable for quick adjustment during driving and improves the ease of use.

[0082] However, this design is not limited to this. In some other embodiments, the locking member 730 is rotatably connected to the handrail 510. When the first air duct 540 switches from the retracted state to the air duct state, the movement path of the first air duct 540 is the first path. When the locking member 730 is in the locked state, the locking member 730 is located in the first path. When the locking member 730 is in the unlocked state, the locking member 730 is located outside the first path.

[0083] In some embodiments, the second seat assembly 300 further includes a trigger 720, a locking member 730, and the trigger 720 is movably disposed on the armrest 510. The trigger 720 is capable of driving the locking member 730 to switch the locking member 730 between a locked state and an unlocked state.

[0084] The locking component 730 may be concealed within the handrail 510 due to structural design requirements, leading to difficulties in positioning and applying force during direct operation. In contrast, the trigger component 720, as an independent component movable within the handrail 510, provides an exposed and easily operable interface for switching between locking and unlocking states.

[0085] Users do not need to directly contact the locking component 730. They only need to operate the trigger component 720 (such as pressing, flicking, or sliding the trigger component 720) to drive the locking component 730 to slide along the handrail 510, thereby switching between sliding into the first air duct 540 (locked) or sliding out of the first air duct 540 (unlocked).

[0086] The trigger 720 can be designed in an easily accessible position on the surface of the armrest 510 (such as the side of the armrest 510), with a clear operating position, so that even passengers unfamiliar with the structure can quickly find and operate it, reducing the threshold for use.

[0087] The sliding of the locking element 730 may be limited by factors such as the accuracy of the track inside the handrail 510 and the fitting clearance with the first air guide 540, and may easily cause jamming when pushed directly. The trigger element 720 is connected to the locking element 730 through a preset transmission structure (such as a connecting rod or inclined plane), which can optimize the direction of force transmission.

[0088] For example, the operating direction of the trigger 720 (such as vertical pressing) can be converted into the sliding direction required by the locking element 730 (such as horizontal sliding) through the transmission structure, avoiding the user from manually adjusting the direction of force application and making the operation more ergonomic.

[0089] Meanwhile, the rigid connection between the trigger 720 and the locking element 730 ensures stable force transmission, reduces the risk of jamming when the locking element 730 slides, and makes state switching smoother.

[0090] Direct operation of the locking element 730 may cause it to accidentally slide (e.g., from the locked state to the unlocked state) due to accidental contact by a passenger's arm or pressure from placed items. The independent design of the trigger element 720 mitigates this risk through its structural features.

[0091] The trigger 720 can be set with an operating threshold (such as operation requiring a specific force or angle), or designed as a hidden structure flush with the surface of the armrest 510 to avoid accidental contact during daily use of the armrest 510.

[0092] In addition, the linkage between the trigger 720 and the locking element 730 is fixed, which can ensure that each operation accurately corresponds to the state switching requirements, avoid intermediate states such as half-locking and half-unlocking caused by improper force when directly operating the locking element 730, and improve the reliability of locking / unlocking.

[0093] In some embodiments, the trigger 720 has a trigger state and a pending trigger state. When the trigger 720 is in the trigger state, the locking member 730 is in the unlock state, and when the trigger 720 is in the pending trigger state, the locking member 730 is in the locked state.

[0094] The states of trigger 720 and locking element 730 are fixedly associated, allowing users to directly determine the locking effect through the state of trigger 720 without additional checks.

[0095] When the user operates the trigger 720 to put it into the trigger state, it is clear that the locking element 730 has been switched to the unlock state simultaneously.

[0096] When the trigger 720 is in the ready-to-trigger state, the locking element 730 can be determined to have returned to the locked state without any additional operation, and the first air duct 540 is stably restricted to the retraction state.

[0097] This one-to-one correspondence logic eliminates the need for users to memorize complex linkage rules, making it especially suitable for passengers unfamiliar with vehicle structures to quickly get started, significantly reducing the cognitive and operational barriers.

[0098] In some embodiments, the second seat assembly 300 further includes an elastic element 740 that connects the locking element 730 and the armrest 510 to give the trigger element 720 a tendency to remain in a ready-to-trigger state.

[0099] Ensure that the trigger 720 is in the ready-to-trigger state by default, and the locking element 730 is stably in the locked state.

[0100] The elastic element 740, through the connection of the locking element 730 and the handrail 510, continuously applies an elastic force to the trigger element 720 to maintain it in a ready-to-trigger state, forming a default state when there is no external force intervention:

[0101] When the user does not operate the trigger 720, the elastic force of the elastic element 740 will keep the trigger 720 stably in the ready-to-trigger state. At this time, the locking element 730 is simultaneously in the locked state to prevent the trigger 720 from accidentally switching to the trigger state due to external forces such as vehicle bumps or minor collisions, thereby preventing the locking element 730 from unlocking unexpectedly.

[0102] This default locking feature ensures the storage stability of the first air duct 540 in non-use scenarios, maintaining the reliability of the retracted state without the need for deliberate user operation.

[0103] When the user operates the trigger 720 to enter the trigger state (corresponding to the unlocking of the locking element 730), and completes the state switch of the first air duct 540 (such as from the recycling state to the air duct state), if it is necessary to relock:

[0104] Simply release the trigger 720, and the elastic force of the elastic element 740 will automatically drive the trigger 720 to reset to the ready-to-trigger state, without the user having to manually push the trigger 720 back to its original position;

[0105] The entire reset process is completed automatically, making the operation more seamless and preventing the locking element 730 from remaining in an unlocked state for a long time due to the user forgetting to reset the trigger element 720, thereby preventing the first air duct 540 from accidentally shifting in the retraction state.

[0106] In some embodiments, the second seat assembly 300 further includes a first filter element 950 disposed on the first air duct 540, the first filter element 950 being used to filter the airflow flowing through the first air duct 540.

[0107] Filtering airflow impurities enhances the respiratory health and comfort of 300 passengers in the second seat assembly.

[0108] The first air duct 540 serves as the airflow transmission path, during which the airflow may carry dust, pollen, hair, particulate impurities, etc. The presence of the first filter element 950 can intercept and filter these impurities.

[0109] On the one hand, it can prevent impurities from being blown directly onto the second seat assembly 300 passengers with the airflow (such as adhering to passengers' clothes, skin, or being inhaled into the respiratory tract), which is especially friendly to passengers with allergies (such as those sensitive to pollen and dust), reducing respiratory discomfort, skin irritation and other problems, and improving the health of the ride.

[0110] On the other hand, it can prevent impurities from entering and accumulating in the air outlet channel of the armrest 510, avoiding a decrease in air outlet efficiency due to blockage of the air outlet channel due to impurities after long-term use, or the generation of odors due to mold growth of impurities, ensuring that the airflow is always clean and odorless, and improving the airflow experience.

[0111] In some embodiments, the second seat assembly 300 further includes a second filter 960 disposed on the armrest 510, the second filter 960 being used to filter the airflow flowing through the air outlet duct.

[0112] It can prevent impurities from being blown directly onto the second seat assembly 300 passengers by the airflow (such as adhering to passengers' clothing, skin, or being inhaled into the respiratory tract), which is especially friendly to passengers with allergies (such as those sensitive to pollen and dust), reducing respiratory discomfort, skin irritation and other problems, and improving the health of the ride.

[0113] In some embodiments, the second seat assembly 300 further includes a second air duct 820 disposed within the armrest 510, the second air duct 820 having an air outlet channel.

[0114] The handrail 510 body does not require a complex air outlet channel structure to be molded in one piece. It only needs to reserve installation space to accommodate the second air duct 820, which reduces the difficulty of mold development and manufacturing cost of the handrail 510.

[0115] If the air outlet duct is blocked (e.g., due to impurities) or damaged (e.g., the pipe wall is cracked), there is no need to replace the entire handrail 510; only the second air duct 820 needs to be disassembled and replaced, which greatly reduces maintenance costs and operational complexity.

[0116] The handrail 510 can protect the second air duct 820 from external pressure and impact (such as when passengers place heavy objects on the handrail 510), and prevent the air outlet channel from being squeezed and blocked due to deformation of the handrail 510.

[0117] In some embodiments, the seat body 400 is provided with a seating position. When the first air duct 540 is in the air guiding state, the armrest 510 and the seating position are arranged in the left and right directions of the vehicle, and the second air outlet 521 is located on the side of the armrest 510 near the seating position.

[0118] When the first air duct 540 is in the air guiding state, the armrest 510 and the seat are arranged in the left and right directions, and the second air outlet 521 is located on the side of the armrest 510 closer to the seat. This design allows the airflow to directly act on the passenger's body area.

[0119] After the airflow is delivered from the second air outlet 521, it can directly blow onto the passenger's body without long-distance diffusion, reducing the wind attenuation caused by deviation of the airflow transmission path, allowing the passenger to feel the airflow more directly and clearly.

[0120] In some embodiments, there are two second air outlets 521, and two are provided for each seat. When the first air duct 540 is in the air guiding state, the armrest 510 is located between the two seats in the left-right direction of the vehicle, and the two second air outlets 521 are located on the left and right sides of the armrest 510 respectively.

[0121] When the second seat assembly 300 has two seating positions (such as a double seat), the armrest 510 is located between the two seating positions, and the two second air vents 521 are located on the left and right sides of the armrest 510 respectively, which can provide independent airflow supply for the two passengers.

[0122] Passengers in the left-hand seat can receive airflow through the second air outlet 521 on the left side of the armrest 510, while passengers in the right-hand seat can receive airflow through the second air outlet 521 on the right side of the armrest 510. This avoids the problem of weak airflow in one seat and excessive airflow in another seat due to the positional deviation of a single air outlet.

[0123] The armrest 510 itself serves as a partition and support component between two seats. With the integration of dual air outlets, it can be used for multiple purposes. It retains the original function of the armrest 510 (for passengers to place their arms) and adds a wind guiding function, thereby improving space utilization efficiency and structural integration.

[0124] In some embodiments, when the first air duct 540 is in the air guiding state, the second air outlet 521 is axially tilted upwards.

[0125] When a passenger is seated in the second seat assembly 300 in a normal sitting posture (such as leaning back in the seat back 420 with their head relaxed), their face will be significantly higher than the height of the armrest 510 (the armrest 510 usually corresponds to the passenger's waist to arm position). The second air vent 521 is axially tilted upwards, and its airflow direction can actively extend upwards to match the height range of the passenger's face.

[0126] This avoids the situation where, when the air outlet is set horizontally, the airflow can only blow on the side of the passenger's torso or arms and has difficulty reaching the face; it also avoids the situation where, when the air outlet is set vertically upward, the airflow rises excessively to the top of the head (away from the face area).

[0127] In some embodiments, the seat body 400 is provided with a second receiving cavity 421, and the armrest 510 is movably provided on the seat body 400 so that the armrest 510 and the first air duct 540 can enter and exit the second receiving cavity 421.

[0128] The interior space can be flexibly adjusted to greatly improve space utilization.

[0129] The armrest 510 achieves relative movement with the seat body 400 through a movable connection (such as rotation or sliding), which can drive the first air duct 540 to enter and exit the second receiving cavity 421, forming a space adjustment capability for storage and unfolding.

[0130] When the support function of the armrest 510 or the air guiding function of the first air duct 540 is not needed, the armrest 510 and the first air duct 540 can be stored in the second receiving cavity 421 to avoid them being exposed and occupying interior space (such as reducing the lateral or longitudinal space occupation of the second seat assembly 300 area), thus freeing up more space for passenger activities and item placement.

[0131] When needed, the armrest 510 can be removed from the second receiving cavity 421 to restore its supporting function, and the first air duct 540 can also be deployed and switched to the air duct state.

[0132] The movable design of the armrest 510 and the storage function of the second receiving cavity 421 allow the second seat assembly 300 to better adapt to different usage scenarios. In everyday riding scenarios, the armrest 510 can be moved out of the second receiving cavity 421 to provide arm support for passengers, improving riding comfort, while the first air duct 540 can also be deployed normally to deliver air. In cargo or expansion scenarios: the armrest 510 and the first air duct 540 retract into the second receiving cavity 421, reducing the space occupied by the second seat assembly 300 area, facilitating the placement of large luggage (such as suitcases or strollers), or providing more spacious movement space for rear passengers.

[0133] In some embodiments, the armrest 510 is rotatably disposed on the seat body 400.

[0134] The rotatable connection provides an intuitive and low-cost way for the armrest 510 to move the first air duct 540 into and out of the second receiving cavity 421. When it is necessary to put the armrest 510 and the first air duct 540 into the second receiving cavity 421, there is no need to disassemble or move the armrest 510. Simply rotate the armrest 510 around the rotation axis with respect to the seat body 400, and the first air duct 540 will be rotated into the second receiving cavity 421 simultaneously. Passengers or drivers can easily complete this task.

[0135] When it needs to be taken out for use, the armrest 510 can be rotated in the opposite direction to make it rotate out of the second receiving cavity 421. At the same time, the first air duct 540 can also be rotated out. The operation process is smooth and seamless, which greatly reduces the operation threshold of space switching.

[0136] In some embodiments, the seat body 400 includes a seat body 410 and a backrest 420 connected to the seat body 410, the backrest 420 being provided with a second receiving cavity 421.

[0137] Thus, the backrest 420 is reused as a component to house the armrest 510 and the first air duct 540, which makes the backrest 420 more versatile.

[0138] However, this design is not limited to this. In some other embodiments, the seat 410 is provided with a second receiving cavity 421.

[0139] In some embodiments, the first air duct 540 can be plugged into the first seat assembly 200 to guide the airflow from the first air outlet 210 into the air outlet channel.

[0140] This allows the user to easily attach or detach the armrest 510 from the first seat assembly 200, enabling the armrest 510 to enter the air-guiding state.

[0141] However, this design is not limited to this. In some other embodiments, the armrest 510 is screwed to the first seat assembly 200.

[0142] In some embodiments, the first seat assembly 200 is provided with a secondary dashboard, and a first air vent 210 is provided on the secondary dashboard. Thus, the first seat assembly 200 has a wider range of functions.

[0143] To facilitate understanding of this disclosure, a general description of this disclosure is provided below.

[0144] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0145] It should be noted that the containment state described in this article is: the handrail 510 and the first air duct 540 are contained in the second containment cavity 421. This state does not affect the seating space for passengers in the middle or on the left and right sides.

[0146] In the retractable state, space is saved. If the user does not want the first air duct 540 to enter the air ducting state, the user can choose to put the first air duct 540 into the retractable state. The retractable state does not affect the air blowing performance of the handrail 510 and ensures that the handrail 510 supports the passenger's hand.

[0147] The air source disclosed herein is the first air outlet 210 of the sub-dashboard. This eliminates the need for a new air blowing system or additional ductwork from the chassis or roof, reducing modifications to the vehicle's original design and offering advantages in chassis versatility and ease of modification.

[0148] The first air duct 540 includes a first air duct section 550 and a second air duct section 560. The first air duct section 550 and the second air duct section 560 are combined into the first air duct 540 by an integrated snap-fit. A first filter element 950 is provided at the end of the first air duct section 550 that connects to the first seat assembly 200, and a first filter element 950 is also provided at the end that connects to the armrest 510. The first filter element 950 is a first grille. The first grille ensures airflow while preventing the passage of foreign objects. The first air duct 540 is connected to the first seat assembly 200 via a slot to guide airflow.

[0149] The handrail 510 includes a first handrail portion 520 and a second handrail portion 530, which are assembled into the handrail 510 by an integrated snap-fit. A second air duct 820 is connected and fixed to the second handrail portion 530 by screws. Two second air outlets 521 are located on the first handrail portion 520. Please refer to... Figure 8The handrail 510 also includes two air outlet mechanisms, each located at a second air outlet 521. Each air outlet mechanism has multiple blades 920 for guiding airflow. The air outlet mechanisms are welded to the second air outlets 521 via limiting ribs. The first handrail portion 520 and the second handrail portion 530 are then connected by an integrated snap-fit. A second filter element 960, configured as a second grille, is provided at the air inlet of the handrail 510. The second grille ensures airflow while preventing the passage of foreign objects. The handrail 510 is rotatably connected to the first air duct 540 via a hinge mechanism 810.

[0150] Airflow passes through the second filter element 960 and enters the second air duct 820. It then flows through the second air duct 820 to the two second air outlets 521 to achieve a blowing effect.

[0151] The air outlet mechanism includes a mounting frame 910, multiple blades 920 rotatably mounted on the mounting frame 910, a connecting rod 930 connecting the multiple blades 920, and a knob 940 mounted on at least one blade 920. Moving the knob 940 adjusts the rotation angle of the blades 920 to adjust the blowing angle to a certain extent. The connecting rod 930 ensures that the multiple blades 920 rotate simultaneously.

[0152] In one example, the second seat assembly 300 includes a mounting bracket 710, a trigger 720, a locking member 730, and an elastic member 740. The mounting bracket 710 is fixed to the second armrest portion 530, the trigger 720 is mounted on the mounting bracket 710 and can move along a groove in the mounting bracket 710, the elastic member 740 connects the trigger 720 and the mounting bracket 710, and the locking member 730 is used to lock the second armrest portion 530 and the first air duct portion 550.

[0153] When in use, pressing the trigger 720 moves the trigger 720, and the guide portion of the locking member 730 causes the locking member 730 to move, thereby unlocking the second handrail 510 and the first air duct 550. At this time, the handrail 510 and the first air duct 540 can rotate relative to each other.

[0154] Reference Figure 9 and Figure 10 In another example, the locking member 730 is fixed to the second handrail portion 530 by screws and can rotate about the screw post as the pivot. When in the locked state, the locking member 730 blocks the first air duct portion 550 to achieve locking.

[0155] Rotary locking element 730 to Figure 10 At this point, the locking element 730 is removed from the first duct section 550, thus unlocking the device.

[0156] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0157] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0158] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0159] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle, characterized in that, include: A first seat assembly and a second seat assembly are arranged sequentially along the front-rear direction of the vehicle, and the first seat assembly has a first air outlet on the side facing the second seat assembly; The second seat assembly includes a seat body, an armrest disposed on the seat body, and a first air duct. The armrest is provided with an air outlet channel, which has an air inlet and a second air outlet. The first air duct can guide the airflow from the first air outlet into the air inlet, so that the airflow flows through the air outlet channel and flows out from the second air outlet.

2. The vehicle according to claim 1, characterized in that, The first air duct is movably connected to the handrail; When the first air duct is in the air guiding state, the first air duct is connected between the first seat assembly and the armrest; When the first air duct is in the retracted state, the first air duct is installed on the armrest and spaced apart from the first seat assembly.

3. The vehicle according to claim 2, characterized in that, The first air duct is rotatably connected to the handrail, and the first air duct can rotate relative to the handrail to switch between the retraction state and the air duct state.

4. The vehicle according to claim 2, characterized in that, The handrail is provided with a first receiving cavity. When the first air duct is in the retracted state, the first air duct is at least partially located in the first receiving cavity.

5. The vehicle according to claim 2, characterized in that, The second seat assembly further includes a locking member having a locked state and an unlocked state; When the locking member is in the locking state and the first air duct is in the retracted state, the locking member restricts the first air duct from leaving the retracted state; When the locking member is in the unlocked state, the locking member releases the restriction on the first air duct from leaving the recycling state.

6. The vehicle according to claim 5, characterized in that, The locking element is slidably connected to the handrail; When the locking member slides into the first air duct, the locking member is in the locked state; When the locking member slides out of the first air duct, the locking member is in the unlocked state.

7. The vehicle according to claim 5, characterized in that, The locking member is rotatably connected to the handrail. When the first air duct switches from the retraction state to the air duct state, the movement path of the first air duct is the first path. When the locking member is in the locked state, the locking member is located in the first path; When the locking element is in the unlocked state, the locking element is located outside the first path.

8. The vehicle according to claim 5, characterized in that, The second seat assembly further includes a trigger, and the locking member and the trigger are movably disposed on the armrest. The trigger is capable of driving the locking member to switch the locking member between the locked state and the unlocked state.

9. The vehicle according to claim 8, characterized in that, The trigger has a triggered state and a pending trigger state; When the trigger is in the triggered state, the locking element is in the unlocked state; When the trigger is in the pending trigger state, the locking element is in the locked state.

10. The vehicle according to claim 9, characterized in that, The second seat assembly also includes an elastic element that connects the locking element and the armrest to give the trigger element a tendency to remain in the triggered state.

11. The vehicle according to claim 1, characterized in that, The second seat assembly further includes a first filter element disposed on the first air duct, the first filter element being used to filter the airflow flowing through the first air duct; And / or, the second seat assembly further includes a second filter element disposed on the armrest, the second filter element being used to filter airflow flowing through the air outlet duct; And / or, the second seat assembly further includes a second air duct disposed within the armrest, the second air duct having the air outlet channel.

12. The vehicle according to claim 2, characterized in that, The main body of the seat has a seating position. When the first air duct is in the air guiding state, the armrest and the seating position are arranged in the left and right directions of the vehicle, and the second air outlet is located on the side of the armrest closer to the seating position.

13. The vehicle according to claim 12, characterized in that, There are two second air outlets and two seating positions. When the first air duct is in the air guiding state, the armrest is located between the two seating positions in the left-right direction of the vehicle, and the two second air outlets are located on the left and right sides of the armrest respectively.

14. The vehicle according to claim 12, characterized in that, When the first air duct is in the air guiding state, the second air outlet is axially tilted upwards.

15. The vehicle according to claim 2, characterized in that, The seat body is provided with a second receiving cavity, and the armrest is movably provided on the seat body so that the armrest and the first air duct can enter and exit the second receiving cavity.

16. The vehicle according to claim 15, characterized in that, The armrest is rotatably mounted on the seat body.

17. The vehicle according to claim 15, characterized in that, The seat body includes a seat body and a backrest connected to the seat body, and the backrest is provided with the second receiving cavity.

18. The vehicle according to claim 1, characterized in that, The first air duct can be plugged into the first seat assembly to guide the airflow from the first air outlet into the air outlet channel.

19. The vehicle according to claim 1, characterized in that, The first seat assembly has a secondary instrument panel, and the first air vent is located on the secondary instrument panel.

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